Automatic train-stop and speed-control device



Oct. 23', 1923.

.w. H. KELLEM AUTOMATIC TRAIN STOP AND SPEED CONTROL DEVICE Filed Sept. 17. 1920 5 Sheets-Sheet 1 i m A TKNg 1,471,611 w. H. KELLEM AUTOMATIC TRAIN STOP AND SPEED CONTROLDEVICE Filed Sept. 17. 1920 3 Sheets-She 2 .Oct'. 23,1923. v 1,471,611

H. KELLEM 4 AUTOMATIC TRAIN STOP AND SPEED CONTROL DEVICE Filed Sept 17, 1920' s Sheets-Sheet 5 j Irvsu \wtionl nli Patented (lot. 23, 1923.

UNH

WALTER H. KELLEM, 0F CECILI A, KENTUCKY.

AUTOMATIC TRAIN-STOP AND SPEED-CONTROL DEVICE.

Application filed September 1?, 1920. Serial ITO/410,823.

T 0 all whom it may concern:

Be it known that I, WVALTER H. KELLEM, a. citizen of the United States, residing at Cecilia, in the county of Harden and State of Kentucky, have invented certain new and useful Improvements in Automatic Train- Stop aiidSpeed-Control Devices, of which the following is a specification.

This invention relates to systems and devices for automatically controlling railway trains, and more particularly to such systems in which the movement of the train is controlled by automatic stop mechanism carried on the train and controlled by the cooperation of a shoe or other part carried by the train and ramps or similar devices located along the trackway.

One of'the objects of the invention is to provide a simple and eflicient system and apparatus for arresting movement of the train under conditions which require the train to be brought to an absolute stop, and for arresting movement of the train if it exceeds a predetermined speed under conditions which require the train to proceed cautiously.

Another object of the invention is the provision of a system and apparatus of this character which will permit the train to proceed at a predetermined reduced speed without applying the brakes under condi tions which require the train toproceed cautiously.

Another object is the provision of a system and apparatus of this character which will, under certain conditions, automatically apply the brakes and hold the train to a predetermined reduced speed, and automatically release the brakes when the speed of the train is reduced below such speed.

A still further object is the provision of suitable and efficient means for operating signals on the train in response to the position of the signals along the track, and maintaining the train-carried signals in position until moved to indicate the position of the next signal.

Other objects of the invention and features of novelty will be apparent from the following description of a physical embodiment of the invention, when taken in connection with the accompanying drawings, wherein such embodiment is illustrated, and in which:

Fig. 1 is a diagrammatic illustration of a trackway and a train, the electrical apparatus therefor being conventionally shown; Fig. 2 is a diagrammatic illustration of the apparatus carried upon the train, including a conventional showing of certain parts of the usual brake-operating apparatus, and the automatically operating devices forpontrolling the application of the brakes;

Fig. 3 is a fragmentary side elevation of the contact device carried by the train for operation by the ramp rails of the track, parts thereof being shown as broken away to more clearly disclose the structure; and

Fig. 4 is a diagrammatic illustration of a signal and the contacts operable therewith.

Generally stated, the invention consists in providing the usual block signal system with ramps associated with each signal normally connected to.a sourceof energy when the track is clear, and means responsive to traffic conditions for interrupting such connection under conditions which require the train to bestopped, and for reversing the directionof current under conditions which require the train to proceed cautiously, and in providing, upon the train, mechanism for indicating the traflic conditions, means for automatically venting the train pipe to apply the brakes in case the train attains a speed above a certain maximum under caution or danger conditions, and means for venting the train pipe in case the train, proceeding at a speed above the predetermined maximum, passes a ramp under danger conditions, the first mentioned train-pipe-venting means being so constructed as to permit the brakes to be released and the train to proceed at a speed below the predetermined maximum.

Fig. 1 is a diagrammatic illustration of a railway track and trains therefor and shows the devices and electrical connections as sociated with both the track and one ofthe trains, the parts being in the position indicating caution by reason of the presence of the other train in the adjoining block and in such position .as to cause the indication danger on the train when it passes the ramp rail.

Th trackway is divided into electrically distinct sections 11 12, 13, 14, 15, by insulalation 16, signal masts 17 and 17 being located at the entrance to the sections 11 and 13, respectively, and ramps 18 and 18 being located near the entrance to the alternate sections 12-and 14. It will be understood that, if desired, the ramps may be located quite near the signal station, but it is preferable that the sections 12 and 14 be about 2,500 feet in lengt h-the usual brakand 17 to indicate safety",

ing distance. The sections 12 and 13, taken together, constitute what may be termed. a block, as do also the sections 14 and 15., the len h of the'alternate sections 11,---13, 15. being determined by the particular requirements of operation desired. The track circuits of the sections 12 and 14 are energized from batteries 19 and 19, and those of the sections 13 and. 15 are energized t'rom batteries 20 and. 20, through contacts 21,-and 21, which are controlled by relays 22 and 22 in response to the presence or absence of a train in the advance section. While batteries are con ventionally shown and described, any other suitable sources of electric energy may be substituted for any of the batteries shown or described herein. It will be understood that the track circuit or section 11 is similarly energized from the section in advance of it, and that the circuits and devices associated with the blocks are identical and those associated with the block composed of sections Hand 15 will be indicated by the same reference .numerals as the cor-.

responding parts associated with the block composed of sections 12 and 13, butwith the exponent ..a added.

Suitable signal operating vided to cause the signals devices are proon the masts 1'7 caution, or danger, in response to traffic conditions. The details of construction of such devices are not shown as they constitute no part of the present invention, but it will be understood that they include contacts 23 and 24.,

which are movable with the signal. Associated with the contacts 23 and 24:, is another contact 25, which is likewise movable with the signal 17 27 controlled by line relay 28, and contacts 29 and/O, controlled by the track relay 31, are provided, it being understood that the line relay 28 and track relay 31 constitute part of the system for controlling the track signals, and in addition to operating contacts'26, 27, 29 and 30, also operate contacts for controlling circuits of the signal operating mechanism. A battery 32 is provided for energizing the ramp rail 18, such battery being connected by wires 33, 34 and 35 to suitable contacts as shown, with the contacts 26 and 27 controlled by line relay 28, so that the relay will act as a pole changer for the battery 32-. The common return connection 35 includes the contact 25, so that the circuit of the battery will be interrupted it the signal is .at danger, but will not be interrupted it it is at caution or clear. The contact 26 is connected by conductor 36, contact 29, conductor 37, and conductor 39 to ramp rail 18; and the contact 27 is connected by conductor 40, contact 30, conductor l1, contact 12 of relay Contacts 26 and.

for cooperation I 47 and has contact 38 of relay 22,

22, and conductor 43 to the rail of section 13 adjaccntthe ramp rail 18.

A shoe M is carried upon each train,- being sosupported as to contact electrically with the ramp rail 18 and also to be moved into the solenoid when the solenoid is energized, and to be automatically moved out of the solenoid when the circuit therethrough is broken. The. fixed portion of the relay 19 consists of oppositely disposed, substantially V-shaped laminated corcs 50 and 51, normally magnetized by coils 52, 53,

5st and 55, which are connected in series and energized by battery 56, which is connected thereto by conductors 57 and 58. The conductor 57 includes contacts 59 which are adapted to be normally closed by a contact 60 on the shoeed when the shoe is in lower position but to be opened before the shoe reaches the highest point of its operation by the ramp rail 18.

On the return movement of the shoe 4a, the holding circuit through solenoids 52, 53, 54, 55 is restored by engagement of contacts '59 by collar 60, before the shoe M leaves the ramp rail.

Signal circuits, including the signals 61, 62 and 63 and the corresponding contacts 64, 65 'and66 ar'e'connected by conductor 67' and conductor 57 to one side of the battery 56, and by conductor 68 and conductor 58 to the other side of the battery, and one side of the battery is grounded at 69 for a purpose which will be later described. The contacts 64, 65 and 66 are normally open, and associated with contact 64;, the clear signal 61. is another contact 70, whirh is connected by conductor 71 to conductor 67 and adapted to be operated with .contact 64, to contact with conductor 72 to control a valve 111 the train line. as will be later described.

The winding; of the coils 52, 53. 54, and 55 is such as to form upper opposed poles of opposite polarity and lower opposed poles of opposite polarity, the winding shown be ing such as to make the lower pole of member 50 a north pole and the lower pole of member 51 a south pole. The armature 48 is movable verticall within the solenoid an extension 73 pivoted thereto, and the windingof the solenoid LT. as shown is such as to make the lower end of the extension 73 ot the armature 48 a south pole when, under cleai conditions, the ramp 18 is positivelv energized and the direction of lun ill)

the flow of the current in the solenoid 47 is from the shoe 44 to the ground 46.

When, a. train passes the ramp rail 18, if

' Battery 32 conductor 33, contact 26 held in upper position by line relay 28. conduc' tor 36, contact 29 held in upper position by track relay 31, conductor 37, contact 38 held in upper position by relay 22, conductor 39, ramp rail 18, contact shoe 44, conductor 45, solenoid 47, ground 46 on the train, and

the track rail, conductor 43. contact 42 heldin upper position by relay 22,conductor41,

contact 30 heldin upper position byrelay 31, conductor 40. contact 27 held in upper position by relay 28, conductor 35, contact 25 in clear position, to the negative side of battery 32.

The line relay 28 is energized by abattery 74, conductor 75, including cont-act 23 in clear or caution position, contact 24 in clear or caution position, relay 28, conductor 7 6, line conductor 77, conductor 76 to the negative side of battery 74. It will be understood. that the line relay '28 is controlled in a similar manner by the position of the signal in the first block in advance thereof, and if there is a train in, suchb-lock. such signal will beat danger andthe circuit through line relay 28 will be interrupted. Y

The track relay 31 in accordance with the usual practice, is energized bybattery 20, the circuit including the rails of section 13, and connections to such rails: from the battery 20, in which connections the contact 21, controlled by relay 22, is included. A train in section 12' would short circuit relay 22' and so break the circuit of track relav 31, and a train in section 13 would short circuit track relay 31*. A stated, the connections and operation of relays 28 and 31 are similar to those of relays 28 and 31 If, when the train passes ramp rail 18, there were a train in the second block in advance, but none in the first block in advance, the signal on mast 17 would be at caution, line relay 28 would be deenergized, track relay 31 would be energized, and the solenoid 47, of the polarized relay 49, would be energized as follows:

' Circuit number two.

ductor 35 and contact 25 to negative side of the battery.

If there is a train in section 12, relay 22 is deenergized and the connection of the battery 32 to ramp rail 18 and the track rail of section ,'-13 is opened at the contacts 38 and 42. A train in section 11 'would deenergize relay 31 and open the circuit at contacts .29 and 30.- The circuitswould also be opened at contact 25 if the signal on mast 17 wereat danger position, and the presence of a train in the section in advance of and adjoining section 10 would deenergize the relay corresponding to relay 22, and interrupt the track circuit to the section 11, thereby deenergizing relay 31 and permitting contacts 29 and 30 to open.

If circuit number one is established when contact shoe 44 passes ramp rail 18, the extension 73 of the armature 48 becomes a south pole andwill move to the left to close contact 64 and indicate clear, contact 70 being also closed by such movement of extension 73. If

circuit number two is established, the current in solenoid 47 will be in the opposite direction, extension 73 will become a northpoleand wlll move to closecontact and indi cate caution. Irrespective of the direction of current, the 'energization of solenoid 47 f will move the armature 48 to its upper position, and so long as the coils 52, 53, 54 and 55 are energized, the extension 73'will be held'in the position to which it has been moved to hold either contact 64 or 65 closed. .If, however, the circuit to ramp rail 18 is interrupted, solenoid 47 will not be energized, and

when the normally closed circuit through coils 52, 53, 54 and 55 is opened at contacts 59,

by the movement of contact shoe 44, the ex tension 73 will be moved by gravity to close contact 66 and indicate"danger and will maintain such position until solenoid 47 is again energized. It will-thus be seen that the signals on the train will be operated to repeat the wayside signals and will be maintained in operated position until the next ramp rail 1s passed. and the failure of any circuit will effect an indication of danger.

As shown in ig. 3,, the support for the contact shoe 44 comprises a guiding casing,

preferably formed in" two parts 78 and 79,-

rigidly secured to the engine or other vehicle.

the shoe 44 being supported on'the lower end of a rod 80 which is vertically movable in the casing. A collar 81 is formed on the rod 80, with whicha spring 82, seated in the member 79, engages to resiliently hold the shoe in its lower position, a suitable nut 83 being threaded in the lower end of the member 79 to adj ustably limit the downward motion of the shoe. Stufiing boxes 84 and 85 are provided in the member 79 and nut 83, respectively,

and that part of the member 79 between the 4 stufiing boxes is connected by a pipe 86 to the air brake system of the train, an opening 87 being formed in rod 80 to permit escape of air from pipe 86 to the end of the rod in case the shoe 44 is lost. A collar 60 is mounted on the rod 80 but electrically insulated therefrom, and contacts 59 are supported by but insulated from the casing 79, the eollar 60 normally connecting contacts 59, but moving upwardly with the rod 80 to break such con- 79, are located to register with an annular.

passage 93 in the valve member 89 as it approaches upper position, the port 91 being connected to atmosphere and the port 92 being in communication with pipe 86. Solenoids 94 and 94', fixed in a casing 95, are mounted in the casing 78, so as to be movable upwardly therein by the valve member 89 when the valve member is moved upward against the action of the spring 90, or by the rod 80 when it moves through the valve member 89. The inner wall of the valve member is rovide d with an annular channel 96, and,

ad acent its upper end the rod 80 is formed with openings 97., to receive a plurality of balls 98 of which there are preferably three or four. An armature or plunger 99 is vertically movable by the solenoids 94 and 94', being rounded at its lower end to fit in a correspondingly shaped recess inthe end of the rod 80, and when neither solenoid is energized, it engages the balls 98 to hold them from radially inward motion. If the shoe 44 and rod 80 are moved upwardly when the arts are in the position shown in Fig. 3, the lialls 98 will engage the upperwall of the channel 96 to move the valve member 89, but if either solenoid 94 or 94 is energized the plun er 99 will be held in its upper position and t e balls 98, moving upward with the rod 80, will move inwardly, upon engaging the upper wall of the channel 96, and withoutmoving the valve member 89 will move upwardl therethrough. The solenoid 94 is connecte at one end to ground on the vehicle and at the other end by conductor 100 to-conductor 45 and through contact 125 to contact shoe 44, so that when a ramp rail is passed, under clear orcaution conditions,'the solenoid will be energized and the valve 89 will not be operated, but if a ramp rail is passed under danger conditions at high speed, the circuit to said ramp rail being interrupted as described, the solenoid 94 will not be energized, and valve 89 will "be operated to open the the port 91.

' An automatic valve 101, illustrated diagrammatically in Fig. 2, is carried on the her 116.

line, since t pipe 86 to atmosphere at vehicle and connected for cooperation with the usual air brake system which comprises a main reservoir 102, supply line 103, engineers brake valve 104, and train line 105, and train line connection 106 to the engin'eers brake valve. The valve 101 comprises a chamber 107, connected. to pipe 86 and by a port 111 to the supply'line 103, a chamber 108, in communication through a port 112 with the atmosphere, a chamber 109, in communication with the train line .105, and a chamber 110 in communication with the train line connection 106. to the engineers brake valve. The movable part of the valve comprises a member 113, for closing the port 111 when in upper position, members 114 and 115, for closing communication between chambers 107 and 108 and chambers 108 and 109, respectively, when in lower position, and a member 116 for closing'communication between chambers 109 and 110 when in upper position. The valve stem which carries members 113, 114, 115 and 116 preferably extends through the wall of the chamber 110, as shown, to permit manual operation of the valve, a knob 101 being provided for this purpose. As the pressure in the supply line 103 is greater than that of the train line 105, the movable part of the valve will normally be held in the position shown against the action of a spring 117. If the pressure in chamber 107 is substantially reduced by the venting of pipe 86 to atmosphere through the operation of the valve 89, the valve 101 will be operated to close port 111, and vent the train line 105 to atmosphere through chamber "109, chamber 108 and port 112, communication between chambers 109 and 110 being closed by the movement of membrakes and it will be necessary to manually restore the valve 101 to normal position before the train can proceed. It will be apparent that because the port 111 is restricted in size the pressure in the main reservoir will not be materially reduced. It will also be evident that it will be impossible for the engineer to effect a release of the brakesby buildin up the pressurein the train A speed controlled device 118, of any suitable construction, is provided on'the train for breaking certain of the electric circuits at predetermined speeds, the device illustrated in Fig. 2 having a shaft 119, mounted for rotation and adapted to be driven e connection to the train linev Such operation will apply the at a speed which 'varies with the speedot the train. A sleeve 120 is mounted on the shaft 119andresi1iently held in axial position thereon by a spring 121, but adapted to be moved against the action of the spring by reason of the connection of a collar 122, on the sleeve with ballcarrying levers 123 by links 124. A contact 125 is carried by the sleeve 120 and is included in the connection' to solenoid 94:, so that if the train attains an excessive speed, as in the case of a runaway train, even under clear condi tions, the valves 89 and 101 will be operated and the brakes applied when a ramp rail is passed. The sleeve 120 also carries a comparatively narrow contact 126, which normally connects conductors127 and 128, which lead' from battery 56 to a solenoid 129, but will be moved to break such connection when the speed of the train exceeds a predetermined maximum, of, for instance, four miles an hour. A valve 130, for venting the train line 105 to atmosphere, is normally held closed by the solenoid 1 29, and such solenoid is energized from the battery 56, either through conductors 127 and 128 and contact 126, or through conductor 57, conductor 67, conductor 71, contact 70, when the polarized selective relay 49 is in clear position, conductor 72, and solenoid 129 to ground at 129*, the other side of the battery being grounded at 69 as previously de scribed. If both of these circuits are broken,

that is, if the polarized selective relay is not in clear position and the speed of the train exceeds fourmiles an hour, the brakes will be ap lied by the venting of the train line at valve 130. However, if the englneers brake valve is in running position, the pressure in the train line will gradually .build up, afterthe solenoid 129 is againenergized, so that the train can proceed at a speed less than four miles an hour, and if such speed is again exceeded, the-brakes will be again applied. .VVhen a ramp rail- -is passed under clear conditions, contact will be closed, andthe train can proceed at any desired speed.

The solenoid Q4 for operating the plunger of the contact shoe is connected on one side to ground and energized through conductor 131, a contact 132 on the speed controlled sleeve 120, if the speed is below the predetermined maximum permissible for danger conditions, conductor 133, and conductor 127, from battery 56, so that if the train is not exceeding the predetermined maximum speed, valve 89 will not be operated upon passing a ,ramp rail, even under danger conditions, and valve 101 \Vlll not be operatedto apply the brakes.

1 It is to be understood that 94 and 94 are neutral relays; i. e., that theycan be efiectively energized by current traversing their coils in either-direction.

It will be apparent that an engineer may disregard a caution or danger signal on the track and correspondingly repeated on' the train, by reducing speed, but that he cannot exceed the predetermined maximum speed. ,This will permit the operation of heavy trains at slow speed over the train to be' completed til the valve 101 is restored to normal position, either manually or by other suitable means.

While the system and apparatus. herein particularly described, together with the operation thereof, constitute one embodiment of the invention, it will be understood that changesmay be made in the details and arrangements of the parts without departingfrom the spirit of the invention as defined 1n the appended claims. v

Having thus described my invention, what I claim is:

1. In a train control system, the combination of a track, a vehicle thereon, an ele-'.

ment carried by said vehicle and movable relative thereto, means associated with the track for moving said element upon passage of said vehicle, means for controlling the motion of said vehicle comprising a device associated with said element, members disconnected from said element and from said device but adapted to transmit motion of said element'to said device as said element is moved by said track means, and means for withdrawing one of said members to permlt operation of said element independently of said device. n

2. In a train control system, the combination of a railroad track; a vehicle thereon, ramps located at intervals along the track, an electric circuit carried partly on the vehicle and partly on the track and adapted when the vehicle is passing one of said ramps, the partial circuits on the track being controlled by traffic conditions, a normally closed circuit on the vehicle adapted to be momentarily broken when the vehicle is passing one of said ramps, and a polarized relay having a field ener ized by said normally closed circuit and having an armature with a winding en'- ergized by the partial circuit on the ve' hicle, said armature being movable to three different positions in response, respectively, to absence of current in said partial circuit, current in one'direction and current in the opposite direction.

n 3. In a train control system, the combiling said signals comprising an armature movable in one direction in response to current from said ramp, and movable in one of two other directions to one of two positions, dependentupon the polarity of said current from the ramp rail.

4c. lln a train control system, the combination of a railwatrack, a vehicle thereon, devices locate at intervals along the track, a device carried by the vehicle and disposed to be operated by the trach devices, a plurality of normally open signal circuits on said vehicle, each including a contact, a member for closing said contacts, and means for moving said member to selectively close one of the various contacts comprising a field winding energized by a normally closed circuit on said vehicle, a partial track circuit, means for interrupting and reversing the flow of current in said partial circuit in response to traflic conditions, and a complementary partial c rcuit on the vehicle cooperating with the normally closed circuit hen the vehicle device passes one of the track devices, said normally closed circuit being interrupted by the cooperation of the vehicle device with the track device to .permit movement of said member to a new position during part of the cooperation of the vehicle and track devices.

5. In a train control system, the combination of a railway track, a vehiclethereon, devices located at intervals along the track, a device carried by the vehicle and disposed to be operated by the track dcvices, a plurality of normally open signal circuits on said vehicle, each including a contact, a polarized relay having an armature movable to a plurality of positions to selectively close said contacts, a circuit for said relay comprising a partial circuit on the track and a complementary partial circuit on said vehicle, means controlled by traffic conditions for interrupting and reversing the flow of current in said circuit. and a normally closed circuit for magnetizing the field of said relay interrupted during part of the operation of the vehicledevice by the track devices.

6. ina train control system, the combination of a track, a vehicle thereon, impulse devices located at intervals along the track,

. a device on the vehicle adapted to be operated by the track devices, means for controlling the vehicle comprising a valve opervehicle device and said valve,

able by said vehicle device, a plurality of members normally operably connecting said and means for withdrawing one of said members when the speed of the vehicle is less than a predetermined maximum, to disconnect said vehicle device and said valve.

7. In a train control system, the combination of'a railway track, a vehicle thereon,

the vehicle and responsive means in'operated position and energized a normally closed circuit, impulse dethe track, a device on the vey vices along hicle adapted to be operated by said track devices, and means for interrupting said normally closed circuit to permit operation 6r said signal controlling means to a new position when said vehicle device is operated by one of said track devices.

8. In a-train control system, the combination of a track, a vehicle thereon, i pulse devices located at intervals along the track, a device on the vehicle adapted to be operated by the track devices, means tor controlling the vehicle comprising a member operable by said vehicle device, means normally operably connecting said vehicle device and said member, means responsive to traflic conditions for rendering said connecting means inoperative, and speed responsive means for rendering said connecting means inoperative.

9. In a train control system, the combination of a track, a vehicle thereon, impulse devices located at intervals along the track, a device on the vehicle adapted to be operated by the track devices, means for controlling the vehicle comprising a member operable by said vehicle device, mechanism normally operably connecting said member and said vehicle device, means for operating said mechanism to disconnect said member and said vehicle device comprising a circuit carried partly by the track and partly by to tratiic conditions, and means for operating said mechanism comprising a speed responsive device and a circuit broken thereby at a speed above apredetermined maximum.

10. In a train control system, the combination of a track, a vehicle thereon, impulse devices located at intervals along the track, a device on the vehicle adapted to be operated by the track devices, brakes for said vehicle, brake controlling means comprising a valve, means normally operably connecting said vehicledevice and said valve, and speed responsive means for rendering said connecting means inoperative to permit said valve to remain in inoperative position when said vehicle device is operated.

11. In a train control system, the combireservoir through a restricted opening,

iio

ing a chamber normally communicating with said main reservoir and a secondchamber normally communicating with said engineers valve, and means operable by said vehicle device to vent pressure from said first mentioned chamber, to effect operation of said valve device to close communication fromsaid engineers valve to said train line and close communication from said first mentioned chamber to said main reservoir.

13. In a train control system, the combination of a track, a vehicle thereon, an element carried by saidvehicle and movable relative thereto, means associated with the track for moving said element upon passage of said vehicle, means for controlling the motion of said vehicle comprising a device associated with said element, members normally positioned to transmit motion of said element to said device, as said element is 'moved by said track means,-and means associated with said element and responsive to trafiic conditions for withdrawing one of said members to permit operation of said element independentlyof said device.

14, In a train control system, the combination of a track, a vehicle thereon, an element carried by said vehicle and-movable relative thereto, means associated with the track for moving said element upon passage t of said vehicle, means for controllin motion of said vehicle comprising a eviceassociated with said element, means normally positioned to transmit motion of said element to said device to effect operation of said device, and means responsive to speed of the vehicle for controlling said motion transmitting means to permit said device to remain in inoperative position upon operation of said element.

15-. In a train control system, the combination of a track, a vehicle thereon impulse devices located at intervals along the track, a device on the vehicle adapted to be operated by the track devices, a plurality of signals carried by said vehicle, a member for controlling said' signals, means for selectively moving said signal controlling member and maintaining said member in operated position comprising a solenoid in a normally closed circuit on said vehicle and a second solenoid in a circuit carriedpartly on said vehicle and partly on the track, said normally closed circuit being interrupted during part of the operation of said vehicle device by a track "device to permit operation of the signal controlling member to a new position, and said'second solenoid when energized magnetizing said member to retain it in operated position during-the interval said normally closed circuit is interrupted.

16. In a train control system, the combination of a railway track, 'a vehicle thereon, ramps located at Intervals along the track, a device on the vehicle adapted to be operated by said ramps, an electric circuit carried partly on the track and partly on the vehicle and adapted to be completed when the vehicle passes one of said ramps, said circuit being controlled by traflic conditions, and traflic controlling means comprising a polarized relay with an armature having-a solenoid in the partial circuit on said vehicle, said polarized relay being energized by a normally closed circuit, and means operable upon engagement of'said vehicle device by said ramps for breaking said normally closed circuit.

17. In a train control system, the combination of a track, a vehicle thereon, an air brake system for said vehicle' comprising a train line and an engineers valve, impulse devices located along the track, a vehicle device arranged for operation by said track devices, a valve adapted in normal position to connect said engineers valve to said train line and operable to close connection from the engineerls valve to the train line and open connection from the train line to atmosphere,'.means operable by said vehicle device for mechanically operating said valve when said vehicle device is operated by said track devices, and means for controlling operation of said valve by said valve operating means.

' 18. In a train control system, the combination of a track, a vehicle thereon, an air brake system for said vehicle comprising a main reservoir, an engineers valve and a train line, a valve for closing communication from said engineers valve to said train line, and means for operating said valve comprising a device havinga chamber therein-normally communicating with said main reservoir, means for venting the pressure in said chamber to atmosphere, and means operable upon venting of the pressure in said chamber to atmosphere for closing the connection from said chamber to said main reservoir.

1-9. In a. train control system, the combination of a railway track, a vehicle thereon, ramps located at intervals along the track, a device on the vehicle adapted to be operated by said ramps, a plurality of signals on said vehicle, each having a circuit and a contact, a circuit carried partly on the track and partly on the vehicle and adapted to be completed when said vehicle device engages one of saici ramps, said circuit being conoperated positio trolied oyfzmfiic conditions, and means for solenoid to con 11 and cooperating with said trol the movement of said 1 co'ntroiiing said signals comprising a s01earmature, and means operable upon engagenoid in the-pmtiai circuit on the vehicle me-Iii; of seici vehicle device by said ramps "1 wing 11 armature movable to close the va- 3301" making seid normally closed circuit.

rious signai contacts and electromagnetic testimony whereof FL aiiixmy signature. meais energized by a, normally closeoi cireuit for zimgnetlcaily holding said armature in WALTER H. KELLEM, 

